Fifth-wheel for vehicles.



E. F. HOLMES.

FIFTH WHEEL FDR VEHICLES.

(No Ilodel.)

(Application filed Jun 13, 1900.)

2 Sheets-Sheet l Patented Feb. 5, |901.

No. 667,393. Patented Feb. 5,- I90I.

E. F. HOLMES.

FIFTH WHEEL FOR VEHICLES.

(Application led June 13, 1900.\ (No Model.) 2 Sheets-Sheet 2.

UNITED STATES PATENT OFFICE.

EMORY F. HOLMES, OF COLUMBUS, GEORGIA, ASSIGNOR OF ONE-FOURTH TO JAMES LAFAYETTE BROOKS, OF SAME PLACE.

FIFTH-WHEEL FOR VEHICLES.

SPECIFICATION forming part of Letters Patent N o. 667,393, dated February 5, 1901.

Application led .T une 13, 1900.

To all whom t may concern:

Be it known that l, EMORY F. HOLMES, a citizen of the United States, residing at Oolumbus, in the county of Muscogee and State of Georgia, have invented new and useful Improvements in Fifth-Wheels for Vehicles, of Awhich the following is a specification.

Myinvention relates to fth-wheels for buggies and the like, one object of the same being to dispense with the ordinary king-bolt and provide aball-bearingconnection between the moving parts of the fifth-wheel.

Another object of the invention is to provide means for connecting the movable parts of the fifth-wheel together, whereby they are prevented from accidental separation one from the other.

Other objects and advantages of the invention will hereinafter appear, and the novel features thereof will be defined in the claims.

In the drawings forming part of this specication, Figure 1 is a vertical central longitudinal section illustrative of my invention. Fig. 2 is a front elevation. Fig. 3 is a top plan view of the same. Fig. 4 is a similar view of the upper'socket-plate. Fig. 5 is a plan view of the lower socket-plate. Fig. 6 is a similar view of the stay iron or brace.

Like reference-numerals indicate like parts in the dierent views.

The axle 1 is provided with the usual wooden strip 2, and upon the upper side of the latter is secured the upper socket-plate 3, having integral arms or straps 4 on opposite sides thereof, which extend downwardly, as shown, and are provided with screw-threaded lower ends. The said screw-threaded lower ends extend through openings 5 5 in the lower socket-plate 6, which fits against the under side of the axle 1. The upper socket-plate 3 and the lower socket-plate 6 are secured to each other and to the axle by means of nuts 7, which fit upon the lower threaded ends of the straps 4. The upper socket-plate 3 is formed in its upper surface with a diagonallyarranged groove 8, which extends from one of the side edges of said plate and terminates at the center thereof, as clearly shown in Fig. 4 of the drawings. The groove 8 is dovetail in cross-section and at its extreme inner end is Serial No. 20,195. (No model.)

formed with an annular recess 9, constitu ting a raceway for the antifriction-balls l0. Said socket-plate 3 is also provided with a rearwardly-extending semicircular rim ll, the upper surface of which lies a short distance above the upper surface of the plate 3. The lower socket-plate 6 is formed on its under side with a diagonally-arranged groove l2, which extends from one of the side edges of said plate and terminates at the center thereof, as clearly shown in Fig. 5 of the drawings. The said groove 12 is dovetail in cross-section and at its extreme inner end is formed with an annular recess 13, constituting a raceway for the antifriction-balls 14. The grooves 8 and l2,while diagonally arranged with respect to the sides of the plates in which they are formed, are also arranged at an angle to each other, this being for a purpose which will hereinafter appear.

Located above the socket-plate 3 is what I term a top slide 15, the same comprising a channel-plate 16, having a dovetailed lug 17 on the under side thereof, which fits within the groove 8 in the upper socket-plate 3 and rests upon and cooperates with the balls 10 in the recess 9. Between the anges of the channel-plate 16 is located the spring-supporting bar 18, the upper surface of which is slightly concaved for the reception of the springs 19, which are held in place byclamping-plates 20, through which extend the arms 21 on the plate 16, having the nuts 22 upon the upper screw-threaded ends thereof. The channel-plate 16 has secured to or formed invtegral with it a semicircular bearing-rim 23,

having a groove 24 on the under side thereof, which receives the rim l1 on the upper socketplate 3. The said channel-plate 16 is further provided with rearwardly-extending socketpieces 25 25 for the reception of the perchpoles 26, which are secured at their forward ends within said socket. It will b e noted from the foregoing description that the top slide l5, comprising the parts referred to, is rigidly secured to the frame of the vehicle and is incapable of movement independent thereof, whereas the axle 1 and the parts connected therewith are adapted to turn with respect to said top slide. The weight of the IOO body is supported upon the springs 19, and the latter, through the channel 16, lug 17, and balls 10, are supported upon the axle 1.

In connection with the foregoing parts I employ a stay iron or brace 27. (Illustrated in detail in Fig. 6 of the drawings.) Said stay-iron is formed with a base 28, having an upwardly-extending dovetailed lug 29 thereon, which fits within the groove 12 in the lower socket-plate 6 and bears against the antifriction-rollers 14, located within the annular recess 13. From the base 2S of the stay iron or brace lead the upwardly and rearwardly inclined bracing-arms 30 30, which are secured, respectively, to the perch-poles 26 26 at points just to the rear of the rim 23 'of the top slide l5. To further secure these parts one to the other, I employ a tie-rod 3l, which is secured at its upper end by bolts, screws, or other analogous devices to the rear side of the channel-plate 16 and extends through an opening 32 in the base 2S of the stay-iron 27, being locked or secured thereto by means of the jam-nuts 33 34C. It will thus be seen that the top slide 15, carrying the bearing-lug 17, and the stay-iron 27, carrying the bearing-lug 29, are rigidly secured one to the other and to the perch-poles 26, which constitute a rigid portion of the vehicleframe. No movement of these parts, therefore, independent of said frame is permissible. The axle 1, however, to which are secured the upper and lower socket-plates 3 and 6, is adapted to move freely upon the lugs 17 and 29 as pivots, as will be readily understood. The ball-bearing connection between the fixed and movable parts provides for the free movement of the axle upon which the front wheels of the vehicle are mounted, and a king-bolt, which tends to weaken the structure, is dispensed with. Furthermore, disconnection of the movable from the immovable parts is effectually prevented, for the reason that upward or downward movement of the axle is prevented .by the rigidlysecured parts, which are located above and below the same, and the separation of the bearing-lugs 17 and 29 is prevented from the socket-plates in which they fit by reason of the fact that said lugs are made dovetail -in cross-section.

When the parts of my device are to be assembled together, the front wheels of the vehicle are removed from the axle 1 and the stay iron or brace 27 is also removed. The axle 1 is then turned so that the upper socket-plate 3 occupies a position directly opposite that in which it is shown in Fig. 4 of the drawings. 'lhe said plate is applied beneath the channel-plate 16, with the lug 17 entering the open end of the groove 8. The said socket-plate 3 is then moved forwardly until the balls 10 are located directly beneath the lug 17. The said socket-plate, with the axle l, to which it is secured, is then turned through an arc of one hundred and eighty degrees to its normal position, the rim 11 meantime moving within the channel or groove 24 in the under side of the rim 23. The stay-iron 27 is now applied. The lug 29 thereon is first inserted into the open end of the groove 12in the lower socketplate 6, and said iron is moved until said lug reaches a point directly beneath the balls 14 in the annular recess 13. The said stay-iron is then turned so that the ends of the arms 30 thereon will lie directly beneath the perch` poles 26 when said arms are secured by bolts, screws, or otherwise to said perch-poles. The tie-rod 31 is then applied and the parts adjusted so that the proper tension between the bearing parts may be secured. The front vehicle-wheels are then applied to the ends of the axle, and it is impossible to disconnect the movable part of the fifth-wheel from the stationary part thereof by accident, it being necessary to remove the vehicle-wheels from the axle 1 before said axle and the socket-plate 3, which is secured thereto, can be turned to a position which will permit of the sliding of the lng 17 along the groove 8. Furthermore, as grooves 8 and 12 extend at an angle one to the other and lboth are formed in socketplates which are secured to the axle 1, it will be impossible to disconnect the parts even when the front vehicle-wheels are removed from the axle 1 until the stay-iron 27 has been disconnected. When in use, the entire weight of the body of the vehicle is supported upon the axle, with no strain whatever upon the bearing parts. The axle must necessarily turn in a horizontal plane and is guided in all of its movements not only by the bearinglugs 17 and 29, but by the cooperating rims 11 and 23.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. The combination with the front axle of a vehicle, of plates secured to the top and bottom of said axle having grooves therein extending from the side edges thereof and terminating in line with the longitudinal center of said axle, and fixed parts located, respectively, above and below said axle and provided with bearing-lugs fitting within said grooves.

IOO

IIO

2. The combination with the front axle of a vehicle, of plates secured to the top and bottom thereof having diagonally arranged grooves therein extending from one of the sides of said plate and terminating in' line with the longitudinal center of said axle, and fixed partslocated, respectively, above and below said axle and provided with bearinglugs fitting within said grooves.

3. The combination with the front axle of a vehicle, of plates secured to the top and bottom thereof, each of said plates having a diagonally-arranged groove therein extending from one of the side edges thereof and terminating in line with the longitudinal center of said axle, said grooves being arranged at an angle one to the other, and fixed parts located, respectively, above and below said axle and provided with bearing-lugs fitting within said grooves.v

4. The combination with the front. axle of a vehicle, of plates secured to the top and bottom thereof having dovetailed grooves thereinextending from one of the sides thereof and terminating in line with the longitudinal center of said axle, said plates being provided with ann nlar recesses at the inner ends of the grooves therein, antifriction-balls lying within said recesses and projecting slightly beyond the bottoms of said grooves, and fixed parts located, respectively, above and below said axle having dovetailed bearing lugs thereon lying within said grooves and engaging said balls, as and for the purpose set forth.

5. The combination with the front axle of a vehicle, of plates secured to the top and bottom thereof having sockets therein, the upper of said plat-es having a semicircular rim projecting rearwardly therefrom, a top slide secured to the vehicle-frame and comprising a channel-bar having a bearing-lug thereon f1tting within the socket in the upper of said plates, and having a semicircular rim extending rearwardly therefrom and provided with a groove on the under side for receiving the seinicircular rim on the upper of said plates, and a stay iron or brace secured to a fixed part of the vehicle-frame and having an upwardly-extending bearing-lug thereon which fits Within the socket in the lower of said plates.

6. The combination with the front axle of a vehicle, of plates secured to the top and bottom thereof, the upper of said plates having a diagonally-arranged dovetailed groove extending from one of the sides thereof and terminating in line with the longitudinal center of said axle, and the lower of said plates having a diagonallyarranged dovetailed groove in the under side thereof lying at an angle to the groove in the upper of said plates, extending from one of the sides thereof and terminating in line with the longitudinal center of said axle, the upper of said plates being further provided with a rearwardly-extending, semicircular rim, a top slide comprising a channel-bar for receiving' the support for the body-springs, a dovetailed bearing-lug on the under side of said channel-bar fitting within the groove in the plate on the top of said axle, a rearwardly-extending, semicircular rim having a groove in its under side for receiving the semicircular rim on the upper of said plates, and rearwardlyextending socket-pieces in which the perchpoles of the vehicle ft and are secured, a stay iron or brace comprising a base having an upwardly-extending dovetailed bearing-lug thereon which fits Within the groove in the plate secured to the bottom of said axle, and upwardly and rearwardly extending arms secured to said perch-pole, and a tie-rod connecting said channel-bar and the base of said stay iron or brace.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

EMORY F. HOLMES.

Witnesses:

H. H. WoRvER, D. J. BANKS. 

